Name: Luange Bridge (Pont Luange)

Location: On the river Luange between Bandundu and West Kasai (400+ km east of Kinshasa)

Construction cost: 36 Million USD

Funding: Central Government and Chinese cooperation

Contractor: Sino-Hydro (http://eng.sinohydro.com/en/index.asp) (Chinese)

Length: 450 meters

Capacity: 50 tons

Jobs created: 1 000 jobs

Other: The bridge will link the province of Bandundu and Kasai Occidental, reinforced concrete and iron disk, expected Bridge lifespan minimum 100 years

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**Will update with more details when available and on completion

I never new this bridge was being built. only a few agoe at cinqchantiers site when they posted it.

The only one i knew is the one in Matadi, that costs $30 million. It sould be completed in a few months.

I know there will wat too many bridges that will be built.

But why is that Bridge so low?

They need to put photos of Mponzo Bridge as well.

INFRASTRUCTURES : Le pont Loange ouvert à la circulation.

http://i914.photobucket.com/albums/ac346/bukavu21/201006021220pont_loange.jpg


D’une longueur de 440 mètres et d’une capacité de 50 tonnes, ce pont relie la province du Bandundu et du Kasaï occidental. Un pont entièrement en béton armé et en fer dur, ce qui lui donne une durée minimale de 100 ans. Les travaux ont été exécutés par la société Sino hydro pour un coût de 36 Millions USD.

La ceremonie de remise de cet ouvrage à la population a eu lieu le vendredi à Loange Video par le coordonateur national du PMUR, John Kukulu et plusieurs autorités gouvernementales.


Ce chantier matérialisent ainsi le projet du chef de l’Etat, Joseph Kabila de relier la ville de Matadi en passant par la province du Bandundu, les deux Kasaï jusqu’à Kasumbalesa par la Nationale N°1.Travaux financés par la Banque Mondiale et le Gouvernement central de la RDC.

http://www.cinqchantiers-rdc.com/archives/alls/06022010/Le-pont-Loange-ouvert-a-la-circulation.php

The bridge is not wide enough.

The bridge is not wide enough.

seems like a fair point to make, we will get a better idea when the lane markings. Also, for $36 million, I was looking for something better but we have to remember that the costs rise up due to moving equipment around to the building site on non existant infrastructure. its a start in the right direction at least, i hope for 10 000 more of these.

Have you seen how far Sudan(North), has come in just a few years in their bridge and road building skills? They seem to have a nice stragety in knowledge transfer and actually applying it.

seems like a fair point to make, we will get a better idea when the lane markings. Also, for $36 million, I was looking for something better but we have to remember that the costs rise up due to moving equipment around to the building site on non existant infrastructure. its a start in the right direction at least, i hope for 10 000 more of these.

Have you seen how far Sudan(North), has come in just a few years in their bridge and road building skills? They seem to have a nice stragety in knowledge transfer and actually applying it.

Building bridges is easy. Just have materials and equipments. most parts of the Bridge are prefabricated.

Only the Concrete Pillars are made on spot where they are standing, after they are dry (takes about 10-20 days depending on the environment).

Its a little physical Geo, Geometry, math. No miracles there.

The bridge is not wide enough.

It is very narrow indeed. As they designed it, did they take into account the traffic flow - mostly heavy trucks - from the future Banana port, which will increase considerably? The N1 is critical for the development of the hinterland and it can fulfill this purpose only if it is widened to accomodate dense truck traffic.

It is very narrow indeed. As they designed it, did they take into account the traffic flow - mostly heavy trucks - from the future Banana port, which will increase considerably? The N1 is critical for the development of the hinterland and it can fulfill this purpose only if it is widened to accomodate dense truck traffic.

Exactly. Very narrow and the Traffic from Matadi, Banana , Katanga, the Kivus, they will have to triple the tonnage and widen the whole bridge.

I think that waste of money.

Luange bridge; 50 tones at $36 million and its 1x1. long of 450 meters.

Mponzo Bridge in Matadi will be 120 tons at $30 million and its a 2x2. 180 meters.

These guys lied . The bridge is World Bank Financed. In Cinq Chantiers they say CG (Central Government).

These guys lied . The bridge is World Bank Financed. In Cinq Chantiers they say CG (Central Government).

Don’t bother what they say. Obviously the reconstruction program has been turned into a propaganda tool at the service of the regime. For them, even good weather is part and parcel of “Cinq Chantiers”. It is getting more and more ridiculous:ohno:.

These guys lied . The bridge is World Bank Financed. In Cinq Chantiers they say CG (Central Government).


The UN/EU financed road construction taking place in Kivus is also labeled under "Cinq Chantiers"


The massive Campaign has managed to convince a lot of clueless people that Kabila is doing the work and some are now comparing him to his father.

Despite some of the money going into corrupt pockets, EU, WB and UN financed projects are really making changes and with the massive 'Cinq chantiers' propaganda all the projects are considered as part of the 5 chantiers of the president

These guys lied . The bridge is World Bank Financed. In Cinq Chantiers they say CG (Central Government).

Good find, but can you provide a source please. I need to change the details on the project. What a country. Looking back at the details I put above, 1 000 jobs were supposedly created just to build a bridge, I wonder what criteria they used to measure the job creation in this instance.

Everyone knows my views on the "Cinq Chantiers" from previous threads from day one, I could see the cover ups from a mile away, trying to get people confused but there is no need to go into it here. We can try to squeeze the positive out of this by saying that at least things are getting done, slowly but surely people are waking up.

Good find, but can you provide a source please. I need to change the details on the project.


L’intérêt du pont jeté sur la rivière Luonge ne se mesure pas seulement par rapport au désenclavement des provinces riveraines du Bandundu et du Kasaï Occidental. Longue de 440 m, cette infrastructure financée par la Banque mondiale et réalisée par l’entreprise chinoise Sino-Hydro

www.presidentrdc.cd (http://presidentrdc.cd/actupdt040910.html)

Cheers Bute. I have decided to leave the previous details in tact so that the thread and comments make sense for anyone that references it for the first time. Here is the correction of the project details.

Name: Luange Bridge (Pont Luange)

Location: On the river Luange between Bandundu and West Kasai (400+ km east of Kinshasa)

Construction cost: 36 Million USD

Funding: WOLRD BANK

Contractor: Sino-Hydro (Chinese)

Length: 450 meters

Capacity: 50 tons

Jobs created: 1 000 jobs

Other: The bridge will link the province of Bandundu and Kasai Occidental, reinforced concrete and iron disk, expected Bridge lifespan minimum 100 years

can someone explain to me what the policies between the IMF, WB are with DRC? I know using the word 'policy' may be a bad word choise as it is too broad; do they regulate investment the country gets? do they really look out for DRC's best interests or mainly protect their own interests? and what do they get from lending us money? I am sure that there is more to this that interest rates!! One minute they are funding, the next minute they are restricting.. this world is a mess! Sometimes it feels like Congo is in shackles..

In DR Congo, a Bridge Proves Key to Lower Food Prices

* The rehabilitation of a dilapidated bridge has led to lower food prices and a significant gain in travel time, boosting business efficiency

* Financing for the bridge was made possible by a project aimed at facilitating the economic and social reintegration of the country after years of conflict

* The early successes of the project show the impact of targeted investments in infrastructure and the agricultural value chain

KINSHASA, February 9, 2011—As the world grapples with concerns over rising food prices, early returns from a project in the Democratic Republic of Congo show that smart investments along the agricultural value chain can go a long way toward lowering prices on local markets.

For a long time, crossing the Loange River was a major headache for merchants and passengers who traveled along National Highway No. 1 between the cities of Kikwit in Bandundu province and Tshikapa in Kasaï-Occidental.

Whenever they reached this point, they had to unload their trucks on one side of an old bridge that hung over the river and then load them again on the other side. “This transshipment would last two days and it would take a total of five days to travel between the two cities,” recalls John Kukulu, coordinator of the bridge rehabilitation effort funded by the World Bank under its Emergency Multi-sector Rehabilitation and Reconstruction Project (EMRRP).

Dubbed the “Fiftieth Anniversary Bridge” because it was opened during the celebration of DR Congo’s 50th anniversary of independence, the bridge truly defies nature. Stretched over 440 meters, it is the country’s second longest structure of this type, after the Maréchal Bridge (722 meters) that spans the Congo River, linking the capital city of Kinshasa to the port the city of Matadi, in Bas-Congo province.

Making a Real Economic Impact

Since rehabilitation of the Loange Bridge, travel time between Kikwit and the diamond city of Tshikapa has been reduced to just a few hours. Travel was further facilitated by the construction of another bridge over the nearby Lovua River, which vehicles had to bypass in the past, using a long detour to get back on National Highway No. 1.

The bridges have made a real difference for families and businesses in these regions. When transport conditions are poor, farmers lose part of their output because it takes longer for shipments to reach markets and other distribution centers. They often have to increase the prices of the remaining output so that they can make up for their losses.

By improving access to Kasaï-Occidental and its agricultural zones, these structures help increase supplies to urban centers along the route. They also contribute to economic development and lower food prices in local markets, not only in the cities of Kikwit and Tshikapa, but also in Kananga and Mbuji-Mayi. For families, the difference is immediate. “A sakombi of corn that used to cost 2,500 Congolese francs now costs 1,600 because it is now easy to transport goods,” noted one Kikwit resident, referring to a basic unit of measurement for grains in Congolese markets equivalent to about one kilogram.

Key to Regional Integration

Launched in 2002 when DR Congo was emerging from war, the EMRRP is a large-scale, US$700 million project that marks the reunification of the country. Covering key sectors of the Congolese economy, its aim was to support the efforts and strategies put in place by the government to address the challenges that were facing the country, particularly the priority needs of the population through the restoration of basic infrastructure.

The benefits derived from projects such as this go beyond national borders. “The Loange Bridge is vital to regional integration because it provides a continuous road link across six provinces in DR Congo and it also enables a connection between Central Africa and countries in East and Southern Africa,” notes Christophe Bosch, infrastructure sector leader at the World Bank office in Kinshasa.

Built over a period of 18 months at a cost of US$36 million, the Loange Bridge is made of reinforced concrete and steel. It can handle a load of up to 50 metric tons.

This article says it all: even though all sectors of national life need urgent upgrade, the rehabilitation and modernization of the basic infrastructure is key to the national economic recovery. However, the major challenge in the DRC is not the construction but the maintenance of the constructed infrastructure. The country suffers from a lack of culture of conservation.

This article says it all: even though all sectors of national life need urgent upgrade, the rehabilitation and modernization of the basic infrastructure is key to the national economic recovery.

An economy can't go anywhere with no infrastructures in place (water, power, roads, rail).

However, the major challenge in the DRC is not the construction but the maintenance of the constructed infrastructure. The country suffers from a lack of culture of conservation.


That's what happens when the state has been running things for longtime.

This is why i resent when the state runs anything. States have no discipline in running public services.

If there is are discripencies or negligence, who will punish them? Its why China's Communist style failed and they had to allow private to operate in competition with state commercialized companies.

This is why i resent when the state runs anything. States have no discipline in running public services.

If there is are discripencies or negligence, who will punish them? Its why China's Communist style failed and they had to allow private to operate in competition with state commercialized companies.

Right! The first step toward a responsible management of the national economy is the state divesting itself of management responsibilities in enterprises. An all-embracing weak state becomes even weaker as it seeks to establish its authority over society. That is why I welcome the recent reforms by the government aimed at eventually privatizing all state-controlled companies. Hopefully, they will not get cold feet in the face of pressures from vested interests and abandon the reform half way.

Right! The first step toward a responsible management of the national economy is the state divesting itself of management responsibilities in enterprises. An all-embracing weak state becomes even weaker as it seeks to establish its authority over society. That is why I welcome the recent reforms by the government aimed at eventually privatizing all state-controlled companies. Hopefully, they will not get cold feet in the face of pressures from vested interests and abandon the reform half way.

+1.


I have been asking meself why our economy has been growing bellow 7%.
The answer wasn't far away. Lack of infrastructures (Interstate highways, decent railroad, lack of port, ) pathetic power supply + the Insecurities in the east part of the country.

Interestates Roads alone makes it impossible to get anything done, making food very expensive. Electricty supply is another, which even if you have roads, your still going to be screwed.

RD Congo : Loange, ou comment un simple pont contribue à la baisse des prix alimentaires


Pour les habitants des provinces du Bandundu et du Kasaï-Occidental, plus question de passer des jours entiers à traverser la rivière Loange
Depuis que le « Pont du cinquantenaire » a été érigé grâce à un financement de la Banque mondiale, les véhicules ne sont plus contraints de décharger leur cargaison de marchandises avant de passer la rivière
Pour les populations qui empruntent cette voie, la réfection du pont s’est traduite par une baisse des prix des denrées alimentaires, ce qui démontre le potentiel catalytique des investissements ciblés dans la chaîne de valeur agricole


http://img687.imageshack.us/img687/5539/rdcpontloange.png (http://img687.imageshack.us/i/rdcpontloange.png/)
Les gains réalisés dans la durée du trajet se sont traduits par une baisse des prix alimentaires.

KINSHASA, 9 février 2011—A l’heure où la hausse des prix des denrées alimentaires suscite des inquiétudes à travers le monde, les résultats préliminaires d'un projet réalisé en République démocratique du Congo montrent comment des investissements ciblés le long de la chaîne de valeur agricole peuvent conduire à une baisse des prix sur les marchés locaux.

Sur la route Nationale n°1, entre les villes de Kikwit au Bandundu et de Tshikapa au Kasaï-Occidental, la traversée de la rivière Loange constituait un vrai casse-tête pour les voyageurs qui empruntaient cette voie. Et en premier lieu pour les commerçants avec leurs véhicules gros tonnage bondés de marchandises. Ils y vivaient un véritable calvaire. A chaque fois en arrivant ici, ils devaient décharger leurs camions pour ne pas courir le risque de faire écrouler le vieux pont qui surplombait la rivière, et les recharger à nouveau une fois de l’autre côté de la rive. « Cette rupture de charge durait deux jours et il leur fallait cinq jours au total pour joindre les deux villes », raconte John Kukulu, coordonnateur du Projet multisectoriel d’urgence de réhabilitation et de reconstruction (PMURR) par lequel le pont a été réhabilité.

Long de 440 m, le tout nouveau pont Loange, baptisé « Pont du cinquantenaire » parce qu’inauguré au moment où le pays fêtait ses 50 ans d’indépendance, est un vrai défi contre la nature. Il est par sa taille le deuxième plus long ouvrage de ce type, après l’immense pont Maréchal (722 m) qui enjambe le fleuve Congo, de l’autre côté du pays (Ouest) à l’entrée de la ville de Matadi, dans la province du Bas-Congo.

Impacts économiques réels

Plus de gros souci donc, aujourd’hui, pour les véhicules au gros tonnage qui doivent traverser cette rivière frontière entre les deux provinces. Le nouveau pont Loange permet désormais aux voyageurs de joindre les villes économiques de Kikwit et diamantaire de Tshikapa en quelques heures. D’autant plus qu’un autre pont a été jeté au même moment sur la rivière Lovua, que les véhicules devaient avant contourner par un long détour, pour retrouver la Nationale n°1. Pour les commerçants et les familles vivant dans ces régions, ces ponts ont un impact économique réel.

En permettant le désenclavement du Kasaï et de ses zones agricoles, ces ouvrages contribuent à un meilleur approvisionnement des centres urbains qui sont sur l’itinéraire, à leur développement économique ainsi qu’à la baisse du coût des produits vivriers sur les marchés notamment à Kikwit, Tshikapa, Kananga et Mbuji-Mayi. « Un sakombi de maïs (environ 1 kg) qui coûtait 2 500 francs congolais revient désormais à 1 600 francs du fait de la facilitation du transport », témoigne un habitant de Kikwit.

Faciliter l’intégration régionale

La réhabilitation de cet ouvrage entre dans le cadre du Projet multisectoriel d’urgence de réhabilitation et de reconstruction (PMURR), financé par la Banque mondiale pour un montant global de 700 millions de dollars américains. Monté en 2002 au moment où la RD Congo sortait de la guerre, le PMURR symbolise la réunification du pays.

L’objectif poursuivi par le PMURR, vaste projet qui couvre des secteurs vitaux de l’économie, était d’apporter une réponse aux efforts et stratégies mis en place par le gouvernement, afin de relever les défis qui se posaient au pays, notamment les besoins prioritaires des populations, par la remise en fonction des infrastructures de base.

« Le pont Loange est un facteur très important d’intégration régionale, car non seulement il offre une liaison routière ininterrompue traversant 6 provinces de la RD Congo, mais il permet aussi d’assurer une liaison entre les pays de l’Afrique centrale et ceux de l’Afrique australe et orientale », souligne Christophe Bosch, responsable du département Infrastructures et Développement durable à la représentation de la Banque mondiale à Kinshasa.

Construit en béton armé et en fer dur en l’espace de 18 mois pour un coût total de 36 millions de dollars, l’ouvrage peut supporter jusqu’à 50 tonnes de charge.http://web.worldbank.org/WBSITE/EXTERNAL/ACCUEILEXTN/NEWSFRENCH/0,,contentMDK:22828925~menuPK:51200699~pagePK:34370~piPK:34424~theSitePK:1074931,00.html?cid=EXT_BulletinFR_W_EXT